Polymeric vehicle glazing with a flush mounted opaque edge zone

ABSTRACT

A polymeric vehicle glazing is described, having an outer face and an inner face, with a transparent polymeric component at the outer face and the inner face. An opaque polymeric component is flush mounted at the inner face in at least one section of the transparent polymeric component.

The invention relates to a polymeric vehicle glazing with a flushmounted opaque edge zone, a method of its production and its use.

Continuous attempts to reduce the weight of vehicles give rise to newrequirements for automotive glazing, which should have a lightweightdesign without a loss of function. Polymeric vehicle glazing is oftenused as rear window, sidelite, roof window or vehicular lamp.

Automotive glazing is often equipped with electrical conductingstructures for heater function or antenna function. Electricalconducting structures can be applied on glass panes by printing a silvercontaining paste onto the glass surface and subsequent burning in of thepaste. These conductive structures are connected to the on-boardelectronics by electrical connectors soldered on bus bars.

Plastic glazing is also advantageous for use in electrically poweredcars due to its low weight. The engine of electric cars does not produceenough waste heat to be utilized for heating, which makes an electricmethod of heating necessary to keep the vehicle glazing free of ice andfog. Furthermore an antenna function implemented in the polymericglazing can be desirable.

Electrically conducting structures printed on polymeric glazing arealready disclosed in U.S. Pat. No. 5,525,401 A. Another method forforming electrically conducting structures on polymeric glazing is theapplication of thin wires onto the surface. Thereby wires and ifnecessary bus bars are applied onto a thin polymeric film, which issubsequently bonded to the glazing. The polymeric film is either gluedto the glazing or bonded by film insert molding. In film insert moldingthe use of a separate adhesive binding is redundant. Such solutions aredescribed in DE 35 06 011 A1, EP 7 857 B1 and DE 101 47 537 A1. Thewires are secured between the polymeric film and the glazing and areprotected against damage.

WO 2011/067541 and US 2006/0278803 disclose methods for ultrasonicintegration of conducting wires into the surface of a polymeric glazing.The polymeric glazing comprises a polymeric material into which aconducting wire is partially sunk.

U.S. Pat. No. 7,220,471 B1 discloses a polymeric window comprising anopaque printing within the peripheral region of the glazing covered by asupport film.

WO 2011/092420 A2 discloses a luminous vehicle glazing, wherein a lightsource is masked by an opaque zone within a main body of the glazing. Inone particular embodiment the opaque zone is flush with the main body ofthe glazing.

DE 196 42 648 A1 discloses a polymeric vehicle glazing, in which a bulgeof the window is concealed by a second polymeric component applied onthe outer or inner side of the glazing.

The installation of the glazing is mostly realized by gluing the edge ofthe glazing to the car body. For that reason the edge of the glazing isequipped with a frame on which an adhesive is applied. Usually thisframe comprises an opaque polymeric component which hides the adhesivesurface. The opaque polymeric component can also be utilized to hide theelectrical connection of a polymeric glazing with heating function orantenna function. In this case conductive wires have to be embedded notonly in the transparent polymeric component of the glazing but also inthe opaque polymeric component. According to the state of the art theopaque polymeric component is applied on the inner surface of thetransparent polymeric component, whereas the lateral edge of the opaquepolymeric component, which is oriented towards the middle of theglazing, is chamfered. Thus embedding of conductive wires has to beaccomplished on the slope of the opaque polymeric component to enable aconnection to the electrical connector on the upper planar surface ofthe opaque polymeric component. However the chamfered edge of the opaquepolymeric component exhibits a hindrance for ultrasonic integration ofwires as the sonotrode does not reach into the corner and the wires arenot embedded satisfactorily. Thus the embedding at the slope and at thejunction point between transparent material and opaque material isinsufficient and the risk for an accidental removal and damage of thewires is high.

Furthermore the driver's vision can also be affected by a protectivecoating applied on the inner and the outer surface of the glazing. Aprotective coating on the surface guarantees the durability of theglazing by avoiding surface defects and scratches. Coating of plasticglazing comprising two polymeric components according to the state ofthe art results in protective coatings of sub-optimum quality. In a flowcoating process the coating accumulates in the corners of the glazing atthe point where the opaque component is mounted onto the transparentcomponent. In polymeric glazing according to the state of the art thispoint is located within the visible area and the emerging opticaldistortions impair the driver's vision. This coating accumulation iscausing optical distortion and lowers the quality of the transparentarea of the window.

The object of the present invention is to provide a new design forpolymeric vehicle glazing with a transparent polymeric component and anopaque polymeric component in the edge zone, wherein the driver's visionis improved, the weight of the glazing is reduced and the ultrasonicembedding of conductive wires is enhanced.

The solution of the object of the present invention is a polymericvehicle glazing with a flush opaque edge zone, a method for itsproduction and its use according to independent claims 1, 13 and 15.

The polymeric vehicle glazing comprises a transparent polymericcomponent with an outer face and an inner face and an opaque polymericcomponent flush mounted at the inner face. The outer face is defined asthe surface that is in direct contact with the environment afterassembly, while the inner face is oriented towards the vehicle interior.The opaque polymeric component is installed in at least one section ofthe inner face, preferably only in the edge region. The line at whichthe transparent polymeric component, the opaque polymeric component andthe ambient air are in direct contact is defined as the junction point.The inner face at the junction point between both components is even andwithout any slope as the opaque polymeric component is flush mountedonto the transparent polymeric component. This flush-design provides aplane transition between both components

Furthermore the polymeric vehicle glazing comprises a first interiorface and a second interior face, which are parallel to the outer face.The first interior face is defined as the nearest parallel to the outerface, which passes the transparent polymeric component and the opaquepolymeric component. The second interior face is defined as the mostdistant parallel to the outer face, which passes the transparentpolymeric component and the opaque polymeric component. Glazing is oftencurved to fulfill the demands on optically appealing vehicle glazing. Ifthe surfaces of the glazing are curved the tangent planes of allsurfaces are used. The flush junction point of the transparent polymericcomponent and the opaque polymeric component is located at the secondinterior phase, which may be completely or partly identical to the innerface. The plane in which both components are in direct contact isdefined as the interface. The interface always runs between the secondinterior face and the first interior face. At the junction point theinterface deviates at an angle α of 20° to 100° from the second interiorface towards the first interior face.

The interface changes its slope at least once, wherein one transitionbetween different slopes lies 0.1 mm to 1 mm beneath the second interiorface. At the junction point the interface deviates from the secondinterior face at an angle α of 20° to 100° towards the first interiorface. In its further progression the interface changes its slope anddeviates from the second interior face at an angle α₁ of 10° to 60°towards the first interior face in at least one section of theinterface. Hence the interface exhibits a steeper slope at the junctionpoint and smaller slope in at least one other section. The initialsteeper slope at the junction point followed by a smaller slope leads toformation of a small wall, whose height equates the distance between thefirst point of transition between slopes and the second interior face.This can be advantageous in the manufacturing process as an overflowingof the opaque polymeric material can be avoided. At the same time thedemolding process is optimized by avoiding areas in which the interfaceis perpendicular to the second interior face.

The simplest embodiment of a vehicle glazing with flush design consistof a transparent component with a flush mounted opaque component,wherein the interface and the second interior face form an angle of 90°in the direction of the first interior face at the junction point andthe interface traverses along the first interior face afterwards. Thusthe transparent component of this embodiment provides a rectangle recessin which the opaque component is laid in flush. Such an arrangementfulfills the needs for a geometry suitable for easy wire embedding asthere is no slope at the junction point between transparent and opaquematerial. This simple embodiment could lead to difficulties during themanufacturing process as shark angles could be problematic in moldingprocesses. The cavity is often not filled correctly and the demolding isdifficult. Geometries in which large areas of the interface areperpendicular to the second interior face should be avoided. Hence thisconceptual geometry has to be adjusted further by a change of the slopeof the interface as discussed above to improve and simplify themanufacturing process.

Flush-design provides a plane transition between both components atwhich the coating can flow without disturbance in a flow coatingprocess. As the surface at the junction point between both components isflush there is no corner where the coating or air bubbles within thecoating might accumulate within the visual field of the glazing. Anincreased thickness of the coating in the corner and the accumulation ofair bubbles in the corner lead to visual irregularities of the workpiece. Thus the part is rejected. Hence the vehicle glazing according tothe invention reduces the rejects during the coating process and therebythe costs.

In a preferred embodiment of the invention the interface changes itsslope at least once, wherein one transition between different slopeslies 0.3 mm to 0.6 mm beneath the second interior face. At the junctionpoint the interface deviates from the second interior face at an angle αof 50° to 90°, towards the first interior face. In its furtherprogression the interface changes its slope and deviates from the secondinterior face at an angle α₁ of 25° to 45°, towards the first interiorface in at least one section of the interface. Hence the interfaceexhibits a steeper slope at the junction point and smaller slope in atleast one other section. These preferred angles are particularlyadvantageous in the manufacturing process and demolding process.

In a preferred embodiment of the invention the inner face deviates at anangle β of 10° to 100°, preferably 20° to 60°, from the second interiorface towards the periphery within at least one section of the opaquepolymeric component. Hence the thickness of the polymeric vehicleglazing increases towards the edge region. Preferably the inner face ofthe polymeric vehicle glazing is still planar in the region of thejunction point between the transparent polymeric component and theopaque polymeric component. The section of the opaque polymericcomponent which is directly neighboring the junction point is identicalto the second interior face, whereas the distance between the junctionpoint and the slope of the opaque polymeric component is between 5 mmand 30 mm, preferably 10 mm to 20 mm.

In another preferred embodiment of the polymeric vehicle glazing theadhesive surface (VI) is identical to the inner face and the angle β isβ=0°. Hence no sloped part of the opaque polymeric component is needed.This design allows an enlargement of the transparent surface as thelength of the opaque polymeric component is reduced compared to aglazing according to the state of the art. Furthermore this design isadvantageous for weight reduction and for packing space.

The edge region of the polymeric vehicle glazing is assumed to be flatand without curvature by approximation. For glazing exhibiting a strongcurvature in its edge region the tangent planes are used. If thecurvature of the inner face and the outer face differs the firstinterior face and the second interior face are referred to the innerface.

In a preferred embodiment of the invention the inner face comprises anadhesive surface, which is parallel or identical to the second interiorface. Preferably the adhesive surface sets off against the secondinterior face by 0.5 mm to 10 mm, preferably 1 mm to 5 mm. The adhesivesurface can be used to install the polymeric vehicle glazing by gluingthe adhesive surface to the car body. Preferably the adhesive surface isnot identical to the second interior face, whereby the lower surface ofthe opaque polymeric component provides enough space for the electricalconnectors. Such a design is especially advantageous as the electricalconnectors and the adhesive are hidden by the opaque polymericcomponent.

Preferably at least one conductive wire is comprised on the inner faceof the polymeric vehicle glazing, while the inner face of the opaquepolymeric component provides at least two electrical connectors.Application of a potential to the electrical connectors leads to acurrent flow through the conductive wires, which heat up consequently.

The electrical connector comprises an upper bus bar and a lower bus bar.At least one conductive wire is electrically connected to the bus bars.Preferably two or more conductive wires are embedded on the inner faceof the polymeric vehicle glazing. One or more of the bus bars areaffixed to the conductive wires by soldering. Preferably only the upperbus bar is soldered onto the conductive wires, while the pressure of theupper bus bar soldering is sufficient for adhesion between the lower busbar and the conductive wires. The lower bus bar is glued to the innerface of the opaque polymeric component, preferably by use of adhesivetape.

Preferably the bus bars comprise tungsten, copper, nickel, manganese,aluminium, silver, chromium and/or iron and/or mixtures or alloysthereof, more preferably tungsten and/or copper. The bus bars have got athickness of 10 μm to 200 μm, preferably 50 μm to 100 μm, whereas thewidth of the bus bars is preferably 2 mm to 100 mm, more preferably 5 mmto 20 mm. The length of the bus bars varies in a wide range as it has tobe adjusted to the requirements of the particular glazing. The minimallength of the bus bars is given by the maximum distance of the two mostdistant ends of the conductive wires, which should be connected to thesame bus bar. The length of the bus bars can for example vary between 5cm and 1 m. The bus bars are connected to an external power supply andan electrical potential is generated between the bus bars on twodifferent edges of the glazing, which causes the flow of a currentthrough the conductive wires between one electrical connector and theother electrical connector.

The opaque polymeric component forms a circumferential frame enclosingthe transparent polymeric component. If a heating function or an antennafunction should be implemented in the polymeric vehicle glazing one ormore conductive wires are embedded into the transparent polymericcomponent and a part of the opaque polymeric component. Preferably twoopposite edges of the glazing carry bus bars on the inner face of theopaque polymeric component, which are connected to the conductive wires.The other edges of the glazing are equipped only with the opaquepolymeric component. Alternatively the bus bars can be applied on thesame edge of the glazing, neighboring each other. Such a design is forexample used in combination with U-shaped conductive wires. Thepolymeric vehicle glazing is assembled by applying an adhesive on thecircumferential adhesive surface and gluing it to the car body.

The conductive wires are embedded into the surface of the polymericvehicle glazing in at least one section of each wire. Preferably theembedding of the conductive wires is accomplished on the full length ofthe transparent polymeric component and in a first section of the opaquepolymeric component. By doing so a mechanically stable connectionbetween the conductive wires and the glazing is achieved, which protectsthe conductive wires against damage. The wires protrude from thepolymeric material on the inner face of the glazing in one region of theopaque polymeric component, where they are connected to the bus bars.Preferably the outer ends of the wires are embedded to the polymericmaterial again. This design is advantageous as it enables a stableelectrical contacting, which is hidden by the opaque polymeric componentand not recognizable after installation of the glazing. Furthermore thewires are secured against accidental removal, which enhances the lifetime of the glazing and is beneficial for passengers safety.

The conductive wires can proceed in every direction, preferablyhorizontal or vertical to the edges of the glazing. Preferably theconductive wires proceed linearly between the opposite edges carryingthe bus bars. Alternatively the conductive wires may proceed wave-like,in a meandering pattern or in a zigzag-shaped pattern. In a preferredembodiment the distance between two neighboring conductive paths isconstant over the length of the glazing. Alternatively the distancebetween neighboring conductive paths could change over the length of theglazing.

The conductive wires contain at least one metal, preferably tungsten,copper, nickel, manganese, aluminium, silver, chromium and/or iron, andmixtures and/or alloys thereof. Even more preferably tungsten and/orcopper are used as these materials result in particularly high heatingoutput. The thickness of the conductive wires is preferably between 15μm and 200 μm, more preferably between 25 μm and 90 μm. The thickness ofthe wires should be relatively small as the transparency of the glazingis impaired and the risk of short circuits is enlarged by increasingwire thickness. In a preferred embodiment of the invention conductivewires containing tungsten and exhibiting a thickness of 15 μm to 100 μm,preferably 25 μm to 70 μm, are employed. Alternatively conductive wirescomprising copper and holding a thickness between 25 μm and 200 μm,preferably between 60 μm and 90 μm, can be used.

The distance between two neighboring conductive wires is preferably 3 mmto 30 mm, more preferably 6 mm to 20 mm, which is advantageousconcerning the transparency of the glazing and the distribution of thegenerated heat output. Nevertheless the distance between neighboringconductive wires may vary in a wide range as it has to be adjusted tothe requirements of the particular glazing.

The conductive wires are embedded by 50% to 90%, preferably 60% to 75%,in relation to the thickness of the wires.

The thickness of the transparent polymeric component varies across theglazing, wherein in the edge region of the glazing the thickness of thetransparent polymeric component is smaller than in the centre of theglazing. The maximum thickness of the transparent polymeric component isbetween 1 mm and 20 mm, preferably between 2 mm and 8 mm, even morepreferably between 4 mm and 7 mm. This range of values is particularlybeneficial because of the mechanical strength of the glazing and itsfurther processing. In general the thickness of the glazing can vary bya wide range and depends on the desired application field. Preferablythe thickness of the opaque polymeric component varies across theglazing, but might also stay constant. In a preferred embodiment theadhesive surface of the opaque polymeric component exhibits a heightoffset against the second interior face and thus the thickness of theopaque polymeric component increases towards the edge region of theglazing. The maximum thickness of the opaque polymeric component isbetween 0.5 mm and 15 mm, preferably between 2 mm and 8 mm, morepreferably between 3 mm and 5 mm. The opaque polymeric component issunken into the transparent polymeric component by a maximum of 0.2 mmto 5 mm, preferably 0.3 mm to 3 mm, even more preferably 1.5 mm to 2.5mm in relation to the second interior face.

The transparent polymeric component contains polyethylens (PE),polycarbonates (PC), polypropylens (PP), polystyrenes, polybutadienes,polynitriles, polyesters, polyurethanes, polymethylmethacrylates,polyacrylates, polyamides, polyethylenterephthalate, acrylonitrilebutadiene styrene (ABS), styrene-acrylonitrile (SAN), acrylic esterstyrene acrylonitrile (ASA), acrylonitrile butadienestyrene/polycarbonate (ABS/PC), polycarbonate/acrylonitrile butadienestyrene (PC/ABS), and/or mixtures or copolymers thereof. Preferably thetransparent polymeric component comprises polycarbonate (PC) and/orpolymethylmethacrylate (PMMA). Those materials are especiallyadvantageous concerning the transparency, the proceeding, the mechanicalstrength, the resistance to weather and the chemical resistance of thetransparent polymeric component.

The transparent polymeric component is in at least one sectiontransparent. The transparent polymeric component can be colorless,colored, tinted, limpid or turbid.

The opaque polymeric component comprises polyethylens (PE),polycarbonates (PC), polypropylens (PP), polystyrenes, polybutadienes,polynitriles, polyesters, polyurethanes, polymethylmethacrylates,polyacrylates, polyamides, polyethylenterephthalate (PET), acrylonitrilebutadiene styrene (ABS), styrene-acrylonitrile (SAN), acrylic esterstyrene acrylonitrile (ASA), acrylonitrile butadienestyrene/polycarbonate (ABS/PC), polycarbonate/acrylonitrile butadienestyrene (PC/ABS), polycarbonate/polyethylenterephthalate (PC/PET) and/ormixtures or copolymers thereof. Preferably polycarbonate (PC),polyethyleneterephthalate (PET) and/or polymethylmethacrylate (PMMA) arecomprised in the opaque polymeric component, even more preferablyacrylonitrile butadiene styrene/polycarbonate (ABS/PC) orpolycarbonate/polyethylenterephthalate (PC/PET) are comprised.

Preferably the opaque polymeric component comprises at least onecolorant, which creates its opacity. The colorant contains inorganiccolorants, organic colorants, pigments and/or mixtures thereof.Colorants suitable for this application are known by a person skilled inthe art and can be obtained from the Colour Index of the British Societyof Dyers and Colourists and the American Association of Textile Chemistsand Colorists. The colorant can hold diverse colors. Usually a blackopaque component is desired, whereas a black pigment is used inpreference. Examples for black pigments suitable as colorants for theblack component are carbon black, aniline black dye, animal charcoal,black iron oxide, black spinel, graphite and/or mixtures thereof.Alternatively it could be desirable to choose the colorant matching thevehicle color.

Furthermore the opaque component may contain inorganic or organicfillers, preferably SiO₂, Al₂O₃, TiO₂, clay minerals, silicates, calciumcarbonate, talc, zeolites, glass fibers, carbon fibers, glass spheres,cullet, organic fibers and/or mixtures thereof. The use of fillersenhances the stability of the opaque component and can be advantageousto reduce the production costs as the percentage of pricier polymericmaterial can be lowered.

The polymeric vehicle glazing is preferably equipped with a protectivecoating on at least one side of the glazing, most preferably on theinner face and the outer face of the glazing. The protective coatingprotects the polymeric vehicle glazing against environmental influencesand avoids scratches on the surface of the glazing. Preferablythermo-hardening or UV-curable lacquer containing polysiloxanes,polyacrylates, polymethacrylates and/or polyurethanes are utilized. Theprotective coating may contain further ingredients like colorants,UV-opaque components, preservatives and components enhancing the scratchresistance (e.g. nanoparticles). Suitable coatings are purchasable bythe company Momentive with the product names AS4000, AS4700, PHC587 andUVHC300. The protective coating has got a thickness of 1 μm to 50 μm, inpreference 2 μm to 25 μm.

Furthermore the invention comprises a process of manufacturing apolymeric vehicle glazing. In a first step an opaque polymeric componentis flush overmolded onto a transparent polymeric component in atwo-component injection molding process. Preferably the two componentinjection technology is used, wherein the transparent polymericcomponent is injected into the cavity at first and the opaque polymericcomponent is overmolded onto the transparent one. In a second step ofthe process according to the invention the glazing is equipped with aprotective coating on at least one side of the glazing. In a third stepof the process at least one lower bus bar is applied onto the inner faceof the opaque component. The fourth step of the process comprises theultrasonic integration of conductive wires onto the inner face of thepolymeric vehicle glazing. The ultrasonic integration is performed bydriving a sonotrode over the inner face of the polymeric vehicleglazing, wherein the sonotrode transfers ultrasonic vibrations onto thewires and the polymeric vehicle glazing. These high frequency mechanicalvibrations generate thermal energy, which causes a melting of thesurface layer of the polymeric material. The sonotrode carries aconductive wire in its tip, from which the said conductive wire isintegrated into the molten material. The sonotrode is operated by arobot system whose control program is adjusted to the three-dimensionalgeometry of the polymeric vehicle glazing. The conductive wires areembedded partially in the transparent and the opaque polymeric componentand protrude completely from the polymeric vehicle glazing in the regionof the bus bars. Thereafter the conductive wires are preferably embeddedto the opaque polymeric component again. Thus the sonotrode is drivenover the surface of the transparent polymeric component, the junctionpoint and part of the opaque polymeric component, lifted up in theregion of the lower bus bar and lowered again onto the surface of theopaque polymeric component afterwards. After that the upper bus bar isattached on top of the lower bus bar carrying the conductive wires andan electrical connection between the bus bars and the conductive wiresis established. The electrical connection between the bus bars and thewires can be obtained by application of a conductive adhesive, bysoldering or by welding. Preferably the upper bus bar is soldered ontothe conductive wires, while the pressure of the upper bus bar solderingis sufficient for an adhesion of the lower bus bar and no solder isrequired. Alternatively both bus bars could be attached to theconductive wires by soldering. The lower bus bar is attached to theinner face of the opaque component, preferably by application of anadhesive, more preferably by double-faced adhesive tape.

The polymeric vehicle glazing is equipped with a protective coating onthe outer and/or the inner face, preferably on both sides. Theprotective coating is preferably applied before the embedding of theconductive wires and the installation of the bus bars. The protectivecoating is applied by dip coating, flow coating, roll coating, spraycoating, spin coating or in-mold-coating, preferably flow coating andcured by heating or exposure to ultraviolet light waves.

Furthermore the coating process of the polymeric vehicle glazingaccording to the invention is more economical compared to the state ofthe art, as fewer parts are rejected because of defects like airbubbles, microcracks, flow lines or flow waves. In the state of the artdesign, those defects are resulting from the coating flow disturbanceand its consequent accumulation at the end of the opaque polymericcomponent, where it connects to the transparent polymeric component.This connection builds up a ramp in the state of the art design, insteadof staying flush as achieved by the new design according to theinvention. In this design according to the invention, the coating canflow from the transparent area further to the opaque area of the glazingand vice versa without significant disturbance.

Another object of the invention is the use of a polymeric vehicleglazing as automotive glazing, glazing for aviation, glazing for railvehicles, ship glazing, preferably as backlite, sidelite or windshieldin automotives, or as lamp cover, preferably as cover for headlamps.

Further advantages and details of the present invention can be takenfrom the description of several exemplary embodiments with reference tothe drawings.

FIG. 1a shows the first embodiment of the polymeric vehicle glazingaccording to the invention wherein the opaque polymeric component isflush mounted onto the transparent polymeric component.

FIG. 1b shows an enlarged view of the junction region of the polymericvehicle glazing according to FIG. 1 a.

FIG. 1c shows a first embodiment of the polymeric vehicle glazingaccording to the invention equipped with conductive wires and anelectrical connector.

FIG. 2 shows another embodiment of the polymeric vehicle glazingaccording to the invention wherein the opaque polymeric component isflush mounted onto the transparent polymeric component.

FIG. 3 shows another embodiment of the polymeric vehicle glazingaccording to the invention wherein the opaque polymeric component isflush mounted onto the transparent polymeric component and the design isoptimized for weight reduction.

FIG. 4 shows another embodiment of the polymeric vehicle glazingaccording to the invention wherein the opaque polymeric component isflush mounted onto the transparent polymeric component and the design isoptimized for weight reduction and demolding.

FIG. 5a shows another embodiment of the polymeric vehicle glazingaccording to the invention wherein the opaque polymeric component isflush mounted onto the transparent polymeric component and the design isoptimized for glazing with a higher proportion of the opaque polymericcomponent in the edge region.

FIG. 5b shows the embodiment of the polymeric vehicle glazing depictedin FIG. 5a , wherein the adhesive surface is identical to the inner faceand the angle β is β=0°.

FIG. 6a shows another embodiment of the polymeric vehicle glazingaccording to the invention wherein the opaque polymeric component isflush mounted onto the transparent polymeric component and the interfacebetween both components is curved.

FIG. 6b shows the embodiment of the polymeric vehicle glazing depictedin FIG. 6a , wherein the adhesive surface is identical to the inner faceand the angle β is β=0°.

FIG. 7 shows the embodiment of the polymeric vehicle glazing of FIG. 1aequipped with a protective coating and conductive wires installed in acar body.

FIG. 8 shows a top view of the polymeric vehicle glazing according tothe invention equipped with conductive wires and two electricalconnectors.

FIG. 9 shows a cross-sectional view of the polymeric vehicle glazingaccording to the invention equipped with conductive wires and twoelectrical connectors.

FIG. 10 shows a polymeric vehicle glazing according to the state of theart.

FIG. 11 shows a flowchart of the process for manufacturing a polymericvehicle glazing according to the invention.

FIG. 1a shows a first embodiment of the polymeric vehicle glazing (1)according to the invention shown, wherein the opaque polymeric component(3) is flush mounted onto the transparent polymeric component (2). Onlythe edge region of the glazing is shown. The outer face (I) of thepolymeric vehicle glazing (1) is directed towards the environment, whilethe inner face (IV) of the glazing points towards the interior of thevehicle. The opaque polymeric component (3) is flush mounted into thetransparent polymeric component (2) on the inner face (IV). Flushmounting of the opaque polymeric component (3) generates a planarjunction point (9) between the transparent polymeric component (2) andthe opaque polymeric component (3). The maximum thickness of thetransparent polymeric component (2) is 5.5 mm, whereas it decreases to3.5 mm in the edge region of the glazing. The opaque polymeric component(3) has got a maximum thickness of 5 mm, which is achieved in the edgeregion of the glazing and is sunken into the transparent polymericcomponent (2) by 2 mm in relation to the second interior face (III). Thetransparent polymeric component (2) and the opaque polymeric component(3) are in direct contact at the interface (V). The line in which theopaque polymeric component (3), the transparent polymeric component (2)and the ambient air are in direct contact is referred to as the junctionpoint (9). A first interior face (ID, which is the nearest parallel tothe outer face (I) passing the opaque polymeric component (3) and thetransparent polymeric component (2), and a second interior face (III),which is the most distant parallel to the outer face (I) passing theopaque polymeric component (3) and the transparent polymeric component(2), are defined. The interface (V) proceeds between the first interiorface (II) and the second interior face (III) over its full length.Initially the interface (V) and the first interior face (II) form anangle α of 90° at the junction point (9). Afterwards the slope of theinterface (V) changes, wherein the angle α₁ between the second interiorface (III) and the interface (V) is 35°. The transition between thesetwo slopes lies 0.4 mm beneath the surface of the inner face (IV). Theinitial steep slope of the interface (V) at the junction point (9)followed by a smaller slope leads to the formation of a wall with aheight of 0.4 mm. This design avoids an overflowing of the opaquepolymeric component (3) during the two-component injection moldingprocess. The interface proceeds towards the first interior face (II) andruns identically to the first interior face (II) subsequently. Hencesharp angles of the interface (V) are avoided, which improves thedemolding of the transparent polymeric component (2) and the filling ofthe opaque polymeric component (3). The angle α is defined as the anglebetween the interface (V) and the second interior face (III) at thejunction point (9). Initially the interface (V) deviates from thejunction point (9) at an angle of α=90° towards the first interior face(II). Afterwards the slope of the interface (V) changes, wherein theangle between the second interior face (III) and the interface (V) afterthis first transition of slopes is defined as α₁. The transition betweenthese two slopes lies 0.4 mm beneath the surface of the inner face (IV).The interface (V) deviates from the second interior face (III) towardsthe first interior face (II) at an angle of α₁=35°. The angle β in whichthe inner face (IV) deviates from the second interior face (III) towardsthe periphery in one section of the opaque polymeric component (3) isβ=50°. Thus the thickness of the opaque polymeric component (3)increases towards the edge of the glazing. The distance between thejunction point (9) and this slope of the inner face (IV) is 15 mm. Thesection of the inner face (IV), which is directly neighboring the edgeof the glazing, runs parallel to the second interior face (III) and isdefined as the adhesive surface (VI). The adhesive surface (VI) is usedto integrate the polymeric vehicle glazing (1) into a vehicle body byapplying an adhesive onto the adhesive surface (VI). The adhesivesurface (VI) has got a height offset of 3 mm against the second interiorface (III).

FIG. 1b shows an enlarged view of the junction region of the polymericvehicle glazing according to FIG. 1a . Only the edge region of theglazing is shown. The junction point (9) is defined as the point wherethe opaque polymeric component (3), the transparent polymeric component(2) and the ambient air meet. The junction point (9) lies at the secondinterior face (III) and is depicted as a single point in the presentcross-sectional view, whereas it forms a circumferential line in topview (see FIG. 8). The interface (V) and the second interior face (III)form an angle α at this junction point (9), wherein the interface (V)proceeds towards the first interior face (II). In the present embodimentthe angle α is α=90°, whereby the interface (V) runs vertical to thesecond interior face (III) and forms a small wall before it changes itsslope again and forms an angle α₁ with the second interior face (Ill)afterwards. The angle α₁ is determined by the use of a line parallel tothe second interior face (III), which crosses the point in which theslope of the interface (V) changes for the first time. The slope of theinterface (V) can change several times in its further progression. Inthe present embodiment the interface proceeds to the first interior face(II) and runs along the first interior face (II).

FIG. 1c shows the first embodiment of the polymeric vehicle glazing (1)depicted in FIG. 1a equipped with conductive wires (4) and an electricalconnector (8). Only the edge region of the glazing is shown. Flushdesign of the polymeric vehicle glazing (1) according to the inventionenables an easy embedding of the conductive wires (4) on the inner face(IV) by ultrasonic integration as the sonotrode can be driven over aflush surface without hindrance by slopes. The electrical connector (8)is applied on the inner face (IV) in the area of the opaque polymericcomponent (3), where it is particularly advantageous covered by theopaque polymeric component (3). The conductive wires (4) are embeddedinto the transparent polymeric component (2) and the opaque polymericcomponent (3), where they protrude and are connected to the electricalconnector (8). Afterwards the ends of the conductive wires (4) areembedded onto the opaque polymeric component (3) again. The electricalconnector (8) comprises an upper bus bar (5.1), which is attached to theconductive wires (4) by solder (6), and a lower bus bar (5.2), which isattached to the conductive wires (4) by the pressure of the upper busbar soldering. The conductive wires (4) are enclosed by the bus bars(5), whereas the lower bus bar (5.2) is attached to the inner face (IV)of the opaque polymeric component (3) by double-faced adhesive tape (7).The inner face (IV) of the transparent polymeric component (IV), thejunction point (9) and the inner face (IV) of the opaque polymericcomponent (3), in which the electrical connector (8) is located, areidentical to the second interior face (III). The thickness of the opaquepolymeric component (3) increases in the region between the connector(8) and the edge of the glazing, wherein inner face (IV) deviates fromthe second interior face (III) at an angle of β=50° towards theperiphery in one section. The distance between the junction point (9)and this slope of the inner face (N) is 15 mm. The section of the innerface (IV), which is directly neighboring the edge of the glazing, runsparallel to the second interior face (III) and is defined as theadhesive surface (VI). The adhesive surface (VI) is used to integratethe polymeric vehicle glazing (1) into a vehicle body by applying anadhesive onto the adhesive surface (VI). The adhesive surface has got aheight offset of 3 mm against the second interior face (III).

FIG. 2 shows another embodiment of the polymeric vehicle glazing (1)according to the invention wherein the opaque polymeric component (3) isflush mounted onto the transparent polymeric component (2). Only theedge region of the glazing is shown. The angle α between the interface(V) and the second interior face (III) at the junction point (9) isα=35°. The slope of the interface (V) changes afterwards, wherein theangle α₁ between the interface (V) and the second interior face (III) isα₁=0° as the interface (V) runs identical to the first interior face(II) in this section. The inner face (IV) deviates from the secondinterior face (III) towards the periphery at an angle of β=50° in onesection of the opaque polymeric component (3). The maximum thickness ofthe transparent polymeric component (2) is 5.5 mm, whereas it decreasesto 3.5 mm in the edge region of the glazing. The opaque polymericcomponent (3) has got a maximum thickness of 5 mm, which is achieved inthe edge region of the glazing and is sunken into the transparentpolymeric component (2) by 2 mm in relation to the second interior face(III). The adhesive surface has got a height offset of 3 min against thesecond interior face (III).

FIG. 3 shows another embodiment of the polymeric vehicle glazing (1)according to the invention wherein the opaque polymeric component (3) isflush mounted onto the transparent polymeric component (2) and thedesign is optimized for weight reduction. Only the edge region of theglazing is shown. The angle between the interface (V) and the secondinterior face (III) at the junction point (9) is α=90°. The interfacechanges its slope in its further progression, wherein the transitionbetween the two slopes lies 0.6 mm beneath the surface of the inner face(IV). In this section the interface (V) deviates from the secondinterior face (III) towards the first interior face (II) at an angle ofα₁=10°. The interface (V) touches the first interior face (II) just inone point and proceeds in the direction of the second interior face(III), forming a rectangle angle between the transparent polymericcomponent (2) and the opaque polymeric component (3). Hence a recess inthe opaque polymeric component (3) is generated, which is filled withthe transparent polymeric component (2). The proportion of thetransparent polymeric component (3) is thereby increased in relation tothe opaque polymeric component (2). As the density of the transparentpolymeric component (2) is lower than the density of the opaquepolymeric component the weight of the polymeric vehicle glazing (1) canbe advantageously reduced. The inner face (IV) deviates from the secondinterior face (III) towards the periphery at an angle of β=50° in onesection of the opaque polymeric component (3). The adhesive surface hasgot a height offset of 3 mm against the second interior face (III).

FIG. 4 shows another embodiment of the polymeric vehicle glazingaccording to the invention wherein the opaque polymeric component (3) isflush mounted onto the transparent polymeric component (2) and thedesign is optimized for weight reduction and demolding. Only the edgeregion of the glazing is shown. The embodiment of FIG. 3 is optimizedfurther to enhance the demolding. The angle between the interface (V)and the second interior face (III) at the junction point (9) is α=90°.The interface changes its slope in its further progression, wherein thetransition between the two slopes lies 0.6 mm beneath the surface of theinner face (IV). In this section the interface (V) deviates from thesecond interior face (III) towards the first interior face (II) at anangle of α₁=10°. The interface (V) touches the first interior face (II)just in one point and proceeds in the direction of the second interiorface (III). Hence a recess in the opaque polymeric component (3) isgenerated, which is filled with the transparent polymeric component (2).The proportion of the transparent polymeric component (3) is therebyincreased in relation to the opaque polymeric component (2). As thedensity of the transparent polymeric component (2) is lower than thedensity of the opaque polymeric component the weight of the polymericvehicle glazing (1) can be advantageously reduced. Furthermore a largevertical surface of the interface as depicted in FIG. 3 is avoided,which simplifies the demolding. The inner face (IV) deviates from thesecond interior face (III) towards the periphery at an angle of β=50° inone section of the opaque polymeric component (3). The adhesive surfacehas got a height offset of 3 mm against the second interior face (III).

FIG. 5a shows another embodiment of the polymeric vehicle glazing (1)according to the invention wherein the opaque polymeric component (3) isflush mounted onto the transparent polymeric component (2) and thedesign is optimized for glazing with a higher proportion of the opaquepolymeric component (3) in the edge region. Only this edge region of theglazing is shown. The angle between the interface (V) and the secondinterior face (HI) at the junction point (9) is α=90°. The interfacechanges its slope in its further progression, wherein the transitionbetween the two slopes lies 0.6 mm beneath the surface of the inner face(N). In this section the interface (V) deviates from the second interiorface (III) towards the first interior face (II) at an angle of α₁=10°and runs identical to the first interior face (II) after touching thefirst interior face. The proportion of the opaque polymeric component(3) is increased in relation to the transparent polymeric component (2)in comparison to the embodiments described so far. Such a design isespecially advantageous in view of an optimization of the injectionmolding process as the cavity is filled out in a better way. The innerface (N) deviates from the second interior face (HI) towards theperiphery at an angle of β=50° in one section of the opaque polymericcomponent (3). The adhesive surface has got a height offset of 3 mmagainst the second interior face (III).

FIG. 5b shows the embodiment of the polymeric vehicle glazing (1)depicted in FIG. 5a , wherein the adhesive surface (VI) is identical tothe inner face (N) and the angle β is β=0°. The flush design of thepolymeric vehicle glazing (1) allows an enlargement of the transparentsurface as the length of the opaque polymeric component is reducedcompared to a glazing according to the state of the art. According tothe state of the art the slope of the opaque polymeric component on theinner face (IV) starts right after the end of the interior trim of thecar body, in order to completely hide the interior trim by the opaquepolymeric component (3). As β is 0° in the present embodiment there isno slope on the inner face (IV) of the glazing. Hence the width of thissloped transition surface can be saved, whereby the width of the opaquepolymeric component (3) is decreased and the width of the transparentpolymeric component (2) is enlarged. Thus the transparent surface of thepolymeric vehicle glazing (1) is advantageously enlarged. The width ofthe transparent surface of the polymeric vehicle glazing (1) accordingto FIG. 5b can be enlarged by 4 mm compared to a glazing according tothe state of the art. Furthermore the package space of the polymericvehicle glazing (1) is more compact, which is advantageous in car designand in distribution.

FIG. 6a shows another embodiment of the polymeric vehicle glazing (1)according to the invention wherein the opaque polymeric component (3) isflush mounted onto the transparent polymeric component (2), wherein theinterface (V) between the transparent polymeric component (2) and theopaque polymeric component (3) is curved. Only the edge region of theglazing is shown. The angles in which the interface (V) deviates fromthe second interior face (III) are determined by using tangents. Thefirst tangent defining the angle α intersects the junction point (9).Initially the interface (V) deviates from the junction point (9) at anangle of α=60° towards the first interior face (II). Afterwards theslope of the interface (V) changes and the following tangent describingthe further progression of the interface forms an angle of α₁=35° withthe second interior face (III). The intersection of those two tangentslies 0.4 mm beneath the surface of the inner face (IV). The angle β isalso described by using a tangent, which intersects the point where theinner face (N) first deviates from the second interior face. The innerface (N) deviates from the second interior face (III) towards theperiphery at an angle of β=35°.

FIG. 6b shows the embodiment of the polymeric vehicle glazing (1)depicted in FIG. 6a , wherein the adhesive surface is (VI) identical tothe inner face (IV) and the angle β is β=0°. As already described inFIG. 5b the transparent surface of the polymeric vehicle glazing (1) isadvantageously enlarged. The width of the transparent surface of thepolymeric vehicle glazing (1) according to FIG. 6b can be enlarged by 4mm compared to a glazing according to the state of the art. Furthermorethe packing space of the polymeric vehicle glazing (1) is more compact,which is advantageous in car design and in distribution.

FIG. 7 shows the embodiment of the polymeric vehicle glazing (1) of FIG.1a equipped with a protective coating (10) and conductive wires (4)installed in a car body. Only the edge region of the glazing is shown.The protective coating (10) is applied on the inner face (IV) and theouter face (I) of the polymeric vehicle glazing (1). The interior trim(11) is located near the region of the electrical connector (8), whereit is advantageously covered by the opaque polymeric component (3). Theglazing is installed by gluing the exterior trim (12) to the adhesivesurface (VI) with an adhesive (13).

FIG. 8 shows a top view of the polymeric vehicle glazing (1) accordingto the invention equipped with conductive wires (4) and two electricalconnectors (8). The polymeric vehicle glazing (1) comprises atransparent polymeric component (2) framed by an opaque polymericcomponent (3), which is flush mounted onto the transparent polymericcomponent (2). The transparent polymeric component (2), the opaquepolymeric component (3) and the ambient air meet at the circumferentialjunction point (9). The electrical connectors (8) are attached on twoopposite sides of the glazing in the region of the opaque polymericcomponent (3), where they are advantageously hidden by the opaquepolymeric component (3). The conductive wires (4) run approximatelyperpendicular to the electrical connectors (8) and are embedded in thetransparent polymeric component (2) and a part of the opaque polymericcomponent (3). The conductive wires (4) protrude in one region of theopaque polymeric component (3), where they are electrically connected tothe electrical connectors (8). The ends of the wires are embedded ontothe opaque polymeric component (3) again. To achieve this the sonotrodeis lifted up in the region above the lower bus bar (5.2) and loweredonto the surface of the opaque polymeric component (3) again afterwards.The sonotrode draws a semi-circular path to change its direction,whereat the conductive wire (4) is embedded onto the opaque polymericcomponent (3) along the described path. The upper bus bar (5.1) isattached on top of the lower bus bar (5.2) with conductive wire (4)afterwards.

FIG. 9 shows a cross-sectional view of the polymeric vehicle glazing (1)according to the invention equipped with conductive wires (4) and twoelectrical connectors (8). The polymeric vehicle glazing (1) comprises atransparent polymeric component (2) and an opaque polymeric component(3) flush mounted in the edge region of the transparent polymericcomponent (2). Some examples for flush designs in the edge region ofthis glazing are depicted in FIGS. 1 to 6. This new design provides asmooth surface for embedding of the conductive wires (4) as there are noslopes in the region on which the embedding should take place. Theconductive wires (4) are embedded onto the transparent polymericcomponent (2) and parts of the opaque polymeric component (3), wherethey protrude from the opaque material, are electrically connected tothe electrical connectors (8) and embedded again afterwards. Theelectrical connectors are attached to the opaque polymeric component (3)and advantageously hidden by the opaque material after assembly of theglazing to the vehicle body. The opaque polymeric component (3) isequipped with a recess between the electrical connectors (8) and theedge of the glazing. The surface of the opaque polymeric component (3)has got an offset of 3 mm in the edge region compared to the surfacecarrying the electrical connectors (8). This upper region of the opaquecomponent (3) is used for the adherence of the polymeric vehicle glazing(1) to the vehicle body using an adhesive. The outer surfaces of thetransparent polymeric component (2) and the opaque polymeric component(3) are equipped with a protective coating (10).

FIG. 10 shows a polymeric vehicle glazing (1) according to the state ofthe art. The opaque polymeric component (3) is not flush mounted intothe transparent polymeric component (2), but applied onto the inner face(IV). The lateral edge of the opaque polymeric component (3), which isoriented towards the middle of the glazing, is chamfered. The anglebetween the inner face (IV) of the opaque polymeric component (3) andthe second interior face (III) is β=35°. Electrical connectors, whichshall be hidden by the opaque polymeric component (2), have to bemounted on the adhesive surface (VI), where they hinder the assembly ofthe glazing to the car body. The embedding of conductive wires has to beaccomplished on this slope of the opaque polymeric component (3) toenable a connection to the electrical connector on the upper planaradhesive surface (VI) of the opaque polymeric component (3). However thechamfered edge of the opaque polymeric component (3) exhibits ahindrance for ultrasonic integration of wires as the sonotrode does notreach into the corner and the wires are not embedded satisfactorily.Furthermore the junction (9) between the transparent polymeric component(2) and the opaque polymeric component (3) is not flush, which leads todifficulties during the coating process. At the junction (9) of theglazing the opaque polymeric component (3) and the transparent polymericcomponent (2) form a corner, in which coating or air bubbles within thecoating might accumulate. As this corner lies within the visible regionof the glazing the resulting defects lead to rejection of the part.Compared to this the junction of a glazing according to the invention isflush and the corner (if β≠0°) is hidden by the opaque polymericcomponent.

FIG. 11 shows a flowchart of the process for manufacturing a polymericvehicle glazing (1) according to the invention. In a first step theopaque polymeric component (3) is flush-overmolded onto a transparentpolymeric component (2) in a two-component injection molding process.The second step of the process comprises the application of a protectivecoating (10) onto the outer face (I) and/or the inner face (IV) of thepolymeric vehicle glazing (1), preferably on the outer face (I) and theinner face (IV). In a third step of the process the lower bus bars (5.2)of the electrical connectors (8) are applied onto the inner face (IV) ofthe opaque polymeric component (3). The fourth step of the processcomprises the ultrasonic integration of conductive wires (4) onto theinner face (IV) of the polymeric vehicle glazing (1). The ultrasonicintegration is performed by driving a sonotrode over the inner face (IV)of the polymeric vehicle glazing (1). The conductive wires (4) areembedded onto the transparent polymeric component (2) and parts of theopaque polymeric component (3) and protrude from the polymeric vehicleglazing (1) in the domain of the bus bars (5). In the last step of theprocess the upper bus bar (5.1) is placed on top of the lower bus bar(5.2) carrying the conductive wires (4) and the electrical connectionbetween the bus bars (5) and the conductive wires (4) is established byapplication of a conductive adhesive, by soldering or by welding.

REFERENCES

-   1 polymeric vehicle glazing-   2 transparent polymeric component-   3 opaque polymeric component-   4 conductive wires-   5 bus bars-   5.1 upper bus bar-   5.2 lower bus bar-   6 solder-   7 double-faced adhesive tape-   8 electrical connectors-   9 junction point-   10 protective coating-   11 interior trim-   12 exterior trim-   13 adhesive-   I outer face-   II first interior face-   III second interior face-   IV inner face-   V interface-   VI adhesive surface-   α angle between second interior face and interface at junction point-   α₁ angle between second interior face and interface-   β angle between second interior face and inner face-   AA′ cross section

1.-15. (canceled)
 16. A polymeric vehicle glazing, comprising: an outerface and an inner face, the outer face being a same planar face in itsentirety; a transparent polymeric component at the outer face and theinner face; an opaque polymeric component flush mounted on the innerface in at least one section of the transparent polymeric component; aninterface connecting the transparent polymeric component and the opaquepolymeric component and a junction point in which the transparentpolymeric component, the opaque polymeric component and the ambient airmeet; a first interior face defined as the nearest parallel to the outerface that passes through the transparent polymeric component and theopaque polymeric component; and a second interior face defined as themost distant parallel to the outer face that passes through thetransparent polymeric component and the opaque polymeric component,wherein at the junction point, the interface and the second interiorface form an angle α, wherein α is 20° to 100° in direction of the firstinterior face, wherein the first interior face defines a plane of theinterface nearest to the outer face, and wherein within at least onesection of the opaque polymeric component, the inner face and the secondinterior face form an angle R, wherein R is 10° to 100° in direction ofthe periphery.
 17. The polymeric vehicle glazing according to claim 16,wherein the angle α that is formed at the junction point is 50° to 90°,in direction of the first interior face.
 18. The polymeric vehicleglazing according to claim 16, wherein the inner face comprises anadhesive surface which is identical to the second interior face, orparallel to the second interior face and is 0.5 mm to 10 mm above thesecond interior face.
 19. The polymeric vehicle glazing according toclaim 16, wherein the inner face comprises at least two electricalcontacts and at least one conductive wire and the electrical contactsare located on the opaque polymeric component.
 20. The polymeric vehicleglazing according to claim 19, wherein the electrical contacts comprisean upper bus bar and a lower bus bar.
 21. The polymeric vehicle glazingaccording to claim 20, wherein the conductive wires are electricallyconnected to the upper bus bar and the lower bus bar and the lower busbar is glued to the opaque polymeric component.
 22. The polymericvehicle glazing according to claim 16, wherein the opaque polymericcomponent forms a circumferential frame enclosing the transparentpolymeric component.
 23. The polymeric vehicle glazing according toclaim 16, wherein a thickness of the transparent polymeric component isbetween 1 mm and 20 mm, and a thickness of the opaque polymericcomponent is between 0.5 mm and 15 mm.
 24. The polymeric vehicle glazingaccording to claim 16, wherein the transparent polymeric componentcontains polyethylens, polycarbonates, polypropylens, polystyrenes,polybutadienes, polynitriles, polyesters, polyurethanes,polymethylmethacrylates, polyacrylates, polyamides,polyethylenterephthalate, acrylonitrile butadiene styrene,styrene-acrylonitrile, acrylic ester styrene acrylonitrile,acrylonitrile butadiene styrene/polycarbonate,polycarbonate/acrylonitrile butadiene styrene, mixtures and/orcopolymers thereof.
 25. The polymeric vehicle glazing according to claim16, wherein the opaque polymeric component contains polyethylenes,polycarbonates, polypropylenes, polystyrenes, polybutadienes,polynitriles, polyesters, polyurethanes, polymethylmethacrylates,polyacrylates, polyamides, polyethylenterephthalate, acrylonitrilebutadiene styrene, styrene-acrylonitrile, acrylic ester styreneacrylonitrile, acrylonitrile butadiene styrene/polycarbonate,polycarbonate/acrylonitrile butadiene styrene and/or mixtures orcopolymers thereof, and at least one colorant.
 26. The polymeric vehicleglazing according to claim 16, wherein the polymeric vehicle glazing iscoated with a protective coating comprising at least a polysiloxane,polyacrylate, polymethacrylate and/or a polyurethane, the coating havinga thickness between 1 μm and 50 μm.
 27. The polymeric vehicle glazingaccording to claim 16, wherein the angle R is 20° to 60° in thedirection of the periphery.
 28. The polymeric vehicle glazing accordingto claim 18, wherein the adhesive surface is parallel to and 1 mm to 5mm above the second interior face.
 29. The polymeric vehicle glazingaccording to claim 23, wherein the thickness of the transparentpolymeric component is between 2 mm and 8 mm.
 30. The polymeric vehicleglazing according to claim 23, wherein the thickness of the transparentpolymeric component is between 4 mm and 7 mm.
 31. The polymeric vehicleglazing according to claim 23, wherein the thickness of the opaquepolymeric component is between 2 mm and 8 mm.
 32. The polymeric vehicleglazing according to claim 23, wherein the thickness of the opaquepolymeric component is between 3 mm and 5 mm.
 33. The polymeric vehicleglazing according to claim 24, wherein the transparent polymericcomponent contains polycarbonate, polymethylmethacrylate or acombination thereof.
 34. The polymeric vehicle glazing according toclaim 25, wherein the opaque polymeric component contains polycarbonate,polyethyleneterephthalate, polymethylmethacrylate or a combinationthereof.
 35. The polymeric vehicle glazing according to claim 25,wherein the opaque polymeric component contains acrylonitrile butadienestyrene/polycarbonate.
 36. The polymeric vehicle glazing according toclaim 26, wherein the protective coating has a thickness between 2 μmand 25 μm.
 37. A process of manufacturing a polymeric vehicle glazing,comprising: two-component injection molding of a transparent polymericcomponent and an opaque polymeric component, wherein the opaquepolymeric component is flush overmolded onto the transparent polymericcomponent; applying a protective coating onto the outer face and/or theinner face; applying at least one lower bus bar onto the inner face ofthe opaque polymeric component; ultrasonically integrating conductivewires onto an inner face of the polymeric vehicle glazing; applying anupper bus bar onto the at least one lower bus bar carrying theconductive wires and establishing an electrical connection of the busbars with the conductive wires; and obtaining the polymeric vehicleglazing, wherein the polymeric vehicle glazing comprises an outer faceand an inner face, the outer face being a same planar face in itsentirety, a transparent polymeric component at the outer face and theinner face, an opaque polymeric component flush mounted on the innerface in at least one section of the transparent polymeric component, aninterface connecting the transparent polymeric component and the opaquepolymeric component and a junction point in which the transparentpolymeric component, the opaque polymeric component and the ambient airmeet, a first interior face defined as the nearest parallel to the outerface that passes through the transparent polymeric component and theopaque polymeric component, and a second interior face defined as themost distant parallel to the outer face that passes through thetransparent polymeric component and the opaque polymeric component,wherein at the junction point the interface and the second interior faceform an angle α, wherein α is 20° to 100° in direction of the firstinterior face, wherein the first interior face defines a plane of theinterface nearest to the outer face, and wherein within at least onesection of opaque polymeric component, the inner face and the secondinterior face form an angle R, wherein R is 10° to 100° in direction ofthe periphery.
 38. The process of manufacturing a polymeric vehicleglazing according to claim 37, wherein the protective coating is appliedonto the outer face and the inner face of the polymeric vehicle glazing.39. A method, comprising: using a polymeric vehicle glazing asautomotive glazing, glazing for aviation, glazing for rail vehicles,ship glazing, wherein the polymeric vehicle glazing comprises an outerface and an inner face, the outer face being a same planar face in itsentirety, a transparent polymeric component at the outer face and theinner face, an opaque polymeric component flush mounted on the innerface in at least one section of the transparent polymeric component, aninterface connecting the transparent polymeric component and the opaquepolymeric component and a junction point in which the transparentpolymeric component, the opaque polymeric component and the ambient airmeet, a first interior face defined as the nearest parallel to the outerface that passes through the transparent polymeric component and theopaque polymeric component, and a second interior face defined as themost distant parallel to the outer face that passes through thetransparent polymeric component and the opaque polymeric component,wherein at the junction point the interface and the second interior faceform an angle α, wherein α is 20° to 100° in direction of the firstinterior face, wherein the first interior face defines a plane of theinterface nearest to the outer face, and wherein within at least onesection of the opaque polymeric component, the inner face and the secondinterior face form an angle R, wherein R is 10° to 100° in direction ofthe periphery.
 40. The method according to claim 39, wherein thepolymeric vehicle glazing is used in automotives as backlite, sidelite,windshield, lamp cover, or cover for headlamps.